Valve for air brake control



NOV- 20, 1951 F. s. swlcKARD vALvE FOR AIR BRAKE CONTROL Filed April l2,1948 5 SheeLSI--Sheefl l u in 0 7 hn 6/ x M s u 2 n H2 M Ay..

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' FRAN/r 5. SMC/(ARD NOV- 20, 1951 F. s. swlcKARD 2,575,850

VALVE FoR AIR BRAKE CONTROL Filed April 12, 1948 A T TORNE Y 5Sheets-Sheet 2 Nov. 20, 1951 F. s. swlcK/RD 2,575,850

VALVE FOR AIR BRAKE CONTROL v Filed April 12, 1948 V 3 Sheets-Sheet 3 af/w, 8

A TTRNE Y.

Patented Nov. 20, 1951 :VALVE FR AIR BRAKE CONTROL .Frank S. Swickard,Denver, Colo.; Laura Janette Swickard administratrix of said Frank `S.

Swiokard, `deceased .'ApplicationiAprillZ, 1948,1S`Cra1N0.20,541

fS'Claims. 1

This invention relates to railway air brakes and more particularly to anelectrically controlled car valve. unit to be placed on each individualcar'of a train'vshich will operate simultaneously and uniformlythroughoutthe length of the train. With the conventional air brakeson'long trains the brakes at the front of the train apply'in advanceoflthe 'applicationat the rear thereof. This is "due to thefact` thatthe' triplevalve of each 'car `is 'dependent for its operation on thedrop in Vpressure on the brake pipe. Itis obvious that the drop inpressure in the brake pipe will commence at the locomotive and thenfollow to the rear end of the traindue to air friction in the brake;pipe.

The principalobject of' this inventionis" to provide an electricallycontrolled.magnetically-operated car valve unit on each car, all ofwhich will operateto `admit air from the auxiliary reservoirs ofthe carsto the brake cylinders. thereof simultaneously throughout the length.ofthetrain so that a uniform braking effect will be obtainedthroughoutthe length ofthe train at all'times.

With'the "conventional air brakes'the loss in pressure in the brake pipeafter an application of thebrakes must be replaced before'the brakescan-bareleased. Inireplacing this ypressure the same. delay occurs'in:the time of release between the'front^of"`the`train andthe rear thereof;that is, the pressure builds up first at the locomotive extremityofthebrakepipeand this increase in pressure follows throughto the rear ofthetrain, thus causing the brakes to be released at the front'of` thetrain-more rapidly than at the rear thereof. In long trainsthis creates.greatistress on the couplingswhich"occasionally 'causes the train` topull apart.

Another object of this'inventionis toprovide Ia car valve unitlwhichwillnot. be dependent upon variations in'pressure in the brake.pipe so that no time lag is encounteredand so `that the brakes onalllcars regardless "of the train length will release simultaneously.

When the conventional'airbrake system. is in the laptpositionthe'pressuresin the -brake cyl inders throughout the 'length of a trainwill vary due to the varying-'strokes of the brakepistons on the'cars.That is,` the. longer stroke cylinders will have less vpressure dueitothe greater expansion.

A further object rof' this invention is to provide `a unit with`a'pneumatically .and automatically operating lap device which willassure an `absolutely uniform pressure in the brake `cylinders of all.o'f the carso'f a train, regardless of the lengthof Vthe stroke.

ADelays in brake operation and releaseinlong trains are aggravated `byfrictionin the moving parts of .the valve. invention` is to provide abrake control car valve A stillfurther object of this unit. in`whichfricI-.ion on the moving `parts will be reduced tola minimum.

.With .these` and other objects in view theinvention will. now bedescribed morelin .detail referenceV being had -to the .accompanyingrdrawings,A whichform'a part hereof.

In thefollcwing detailed description of thein- Vention, referenceisthad` to the yaccompanying drawingwhich forms a part hereof. Like.numerals refer to likeparts in all views of the drawing and throughoutthe description.

lIn thedrawing:

Fig. 1 `is .a longitudinal section through .the improved electricallycontrolled magnetically operated car valve. unit illustrating it inthe-running` position;

Fig. 2.is.a cross section taken on the line 2-2, Fig. 1;

EFigLBis a sideviewlof the unit;

Figs. 4, 5 and 6 are cross sections taken on.`the lines 4 4, 5-5uand'.6'-6, respectively, Fig. `1;

jFig. 7, is a detail section through adouble valve employed in theimproved unit; and

Fig. `8 is a circuitdiagram illustrating a train circuit for-controllingtheimproved valve units.

The improved valve unit employs two cylin drical .flanged shells` whichwill be herein designated. as `anupper shell ID anda lower shell IIseparated by a valve housing I5. An end plate I2 closes the lowerextremity ofthe` shell I I. The endplate |52 -is secured to thelowerilange of the shell by means of suitable clamp `bolts I3. The upperextremity of the shell I.I has a conical projection I4 which iits intoalconicalseat inthe bottom `of the Valve housing `I 5.

The shell III restsupon the valve .housing I5 andthe three members I0,II and I5 are clamped together by means of clamp bolts I6 which passthrough a bottomflange on the shell II),` entirely through theperipheral edge of the housing I5; and through a riiange 5I8 whichsurrounds the shell II below the top thereof.

The top ofthe shell I0 is closed .by means of a cylinderplate I9 and thecylinder plate I9 `is r closedby means of anend plate 20. The plates I9and 20 are clamped to the shell I0 by means of clamp bolts 2l passingthrough an `upper flange on the shell AI() and entirely throughtheplates I9 andZIl.

A hollow cylindricalsolenoid coil 22 is mounted withinthe shell I0 and asimilar solenoid coil 23-is mounted'withinthedshell II. The coil 22surrounds a iield` core 24 of soft iron or other magneticallypermeablematerial. The coil 23 surrounds asimilarcore 25. Thecores 24and 25 are formed onorsecuredto the cylinder plate I9` and the, endplate I2, respectively.

'Alpiston rod.2.6.is axiallyand slidably mounted inthe `Corelli. Therod` 26 isthreaded intoa magnetic armature member 29. The armature isformed with a conical top which iits within a conical socket in the core24. Annular sealing gaskets 21 surround the rod 26 at the points whereit enters and leaves the core 24.

A piston 30 is mounted on the upper extremity of the piston rod 26 andoperates in a pressure cylinder 3I formed in the cylinder plate I9; Thepiston 35 is provided withsuitable sealing rings 32 which seal it to thewalls of the. cylinder 3l.

A bleed passage 28 leads from below the piston in the cylinder 3I. Atapered valve 33 is threaded into or otherwise secured on the lower faceof the armature 29. The valve 33 is positioned to close against theupper seat of a double valve seat 34. A compression spring 35 ispositioned between the seat Bland the armature member 29 and constantlyurges the latter away from the seat 34.

The seat 34 is positioned between an auxiliary air passage 36 and acylinder air passage 31. The passages 36 and 31 are formed in the valvehous-- ing I5 and arepreferably internally threaded at their extremitiesto receive an auxiliary air pipe 38 and a cylinder air pipe 39respectively.

A valve stem 40 extends within the second solenoid 23 and is threadedinto a second armature member 4I having a conical lower extremity whichfits within a conical socket in the core member 25. An axial springsocket is formed in both the core member 25 and the armature member 4Iand contains a compression spring 43 which constantly urges the armaturemember 4I away from the core member 25. The armature members 29 and 4Iare `loosely fitted within their respective solenoid coils and are notair-tight therein.

A double valve 44 is mounted on the upper extremity of the stem 40. Thisvalve has two seating faces. One of which is adapted to seat against thelower seat of the double Valve seat 34 and the other of which is adaptedto seat against an exhaust Valve seat 45. The double valve 44 istiltably mounted on the stem 49. The latter having a flanged extremityextending into a socket in the valve 44 and being maintained therein bymeans of a spring 46 compressed in a bushing 41 which is threaded intothe double valve 44. This allows the valve 44 to tilt to accommodateitself to either of the seats 34 or 45.

The valve seat 45 is positionedbetween the cyl- A by-pass passage 43extends from the cylinder air passage 31 upwardly through the housingI5, the wall of the shell I and through the plate I9 to the head plate20, thence through a groove 50 to the cylinder 3 I.

In Fig. 8 the improved valve units are diagrammatically illustrated in atwo-car train circuit. The valves are controlled by a brake controllever, indicated at I, which can be swung to three positions, A, B, andC, A being the running position, B being the primarybraking position,and C being the secondary braking position.

When the lever 5I is swung to the primary position, B, it closes acircuit with a contact bar 52, and when swung to the "secondary brakingposition C, it maintains the circuit with the contact bar 52 closed andcloses a second circuit with a braking contact 53. A source of currentis indicated by the battery 54, one side of which is connected to thebrake control lever 5I. The otherV side of the battery is connected to aground conductor 51. The braking contact 53 is connected to away fromthe exhaust seat 45.

a secondary braking conductor 56, and the contact bar 52 is connected toaprimary conductor 55.

The three conductors 55, 56 and 51 run throughout the length of everycar and are connected between the cars by means of suitable detachableplugs and receptacles, as indicated at 58.

At each car, one terminal of each of the solenoids 22 and 23 isconnected to the ground conductor 51 by means of a ground lead 51. Theother terminal of the solenoid 22 is connected to the secondary brakingconductor 56 by means of a lead 56'. The other terminal of the solenoid23 at eachcar is connected by means of a lead 55' with the primaryconductor 55.

Operation Let us assume that the train is running and the control leveris in the running position A. All of the solenoids, both 22 and 23, onall of the cars are deenergized and the unit in each car is in theposition shown in Fig. 1 of the drawing. The spring 35 is holding thevalve 33 away from the seat 34, and the spring 43 is holding the doublevalve 44 against the auxiliary air seat 34 and Therefore, the brakecylinder of the car is open to the atmosphere through the passage 31,the Valve seat 45, the atmospheric chamber 42, and the ports 43 so thatthe brakes are fully released.

Let us assume that it is desired to apply the brakes. The control handle5I is moved to the primary braking position B. This closes a circuitthrough the contact bar 52 and the primary conductor 55 with all of thesolenoids 23 on the train. The solenoid 23 at each car attracts itsarmature 4I toward its eld core 25. This draws the valve 44 away fromthe seat 34, thus opening a passage for the air from the auxiliaryreservoir of the car through the passage 36, and the valve seat 34 tothe cylinder air passage 31, and thence to the brake cylinder of theoar. The opening movement of the valve 44 plunges it against the exhaustseat 45 to prevent the escape of cylinder air.

When the pressure in each brake cylinder throughout the train reaches apre-set point, say 10 lbs. p. s. i., the cylinder pressure will reactthrough the by-pass 43-50 and the cylinder 3I to force the piston 30downwardly, closing the valve 33 against the seat 34 and stoppingfurther air flow to the brake cylinder. Therefore, all the brakesthroughout the length of the train are applied with a uniform pre-setpressure regardless of train length and regardless of the length ofpiston travel in the brake cylinders. l

Should additional braking action be required, the control lever 5I isswung to the secondary braking position C. This maintains the circuitclosed with the primary conductor 55 and the solenoids 23 so that thevalves 44 are seated against the seats 45 and away from the seats 34.In-addition a circuit is also closed through the contact 53 and thesecondary braking conductor V56 to the solenoids 22 of all of the cars.This causes each solenoid 22 to attract its armature 29 and draw theValve 33 away from the seat 34. This allows additional air to flowsimultaneously to the brake cylinders of all the cars until the desiredbraking action has been obtained. The control lever is then returned tothe primary position B, allowing the brake cylinder air pressure of eachcar to act through the Ypiston 30 to automatically cause the valve 33 tomove to the lap position throughout the train and hold the brakesuniformly engaged. To again release the brakes.4 it

"anregend isz'onlyfnecessaryvfto :movefy the.` controls. lever: i 5i! fto the running position .i A so :fas` to (ie-energize :all

`beenicompletelyseliminated.

hilesafspeciczform; of .".thetimprovementchas beenfdescribed1 andillustrated.hereingitziissdesired torJoerunderstoodnthat:the same may bevaried,

within; .the scope ofthe.` appended claims; without departing fromthefsp'irit,` of the. invention.

VHaving thus described :the:` invention, rwhat Ais claimed and zdesired:secured :by: Letters `Patent is: .1:1. fAn ielectro-,pneumatic waive..yfor rcontrolling the .ilovv` `of air. from; an: auxiliaryreservoir .toand fromfthe air-brake cylinderfof` `afrailwaypar comprising: .a'valve'."housing ran auxiliary, air passage` in said 1housing; a:cylinder .'airpassage .in said housing; a cdouble"1v.alve`Iseatnbetween. said passages; La` first valve 'positioned :toisea'tfon ione side fof! saidxdoublevalverseat toclose .the latter;a:.doublefyalve'member.positioned to :seat on the otheraside. of; saidzdouble valvefseat `to `also lclose theflatterwan exhaus'tvalvelseatiinsaid cylinder air passagetofopen the'` latter to? the atmosphere, saidi`exhaust valve-seat lrbe'ingvpositioned i to be closed by said doublevalve when fthe'latter leaves 4 said"idoublefvalverseam:spring meansurging said double valve against said double valve seat; a rstelectro-magneticI-means 'acting `when energized to withdraw said doublevalveifromtsaid doubleffvalve seat and against said exhaustseat;..:'pressure. actuated means adaptedto forcefsaid first-.valve toseat against said double valve seat; and second electromagnetic meansacting wherrenergized to withdraw sai-d "-rstva-lve -from said doublevalve seat.

'2. AnA electro-pneumatic va-ive for controlling' the iiow of" air froman auxiliary reservoirtto i and from the-air` brake cylinder ofa-rai1waycar"cornprising: a valve housing; an auxiliary air passage insaid housing; a cylinder air passage in said housing; a double valveseat between said passages; a iirst valve positioned to seat on one sideof said double valve seat to close the latter; a double valve memberpositioned to seat on the other side of said double valve seat to alsoclose the latter; an exhaust valve seat in said cylinder air passage toopen the latter to the atmosphere, said exhaust valve seat beingpositioned to be closed by said double valve when the latter leaves saiddouble valve seat; spring means urging said double valve against saiddouble valve seat; a rst electromagnetic means acting when energized towithdraw said double valve from said double valve seat and against saidexhaust seat; a pressure cylinder; a by-pass passage conveying air fromsaid cylinder passage to said pressure cylinder; a piston in saidpressure cylinder, said piston being connected with said first valve toforce the latter against said double valve seat when the pressure insaid cylinder passage reaches a predetermined point; and a second springmeans urging said first valve away from said double valve seat.

3. An electro-pneumatic valve for controlling the iiow of air from anauxiliary reservoir to and from the air brake cylinder of a railway carcomprising: a valve housing; an auxiliary air passage in said housing; acylinder air passage in r-fsaidchousing; :sra @double u.valve seatbetween said passages ;ffa..iirst'tvalvefxpositioned to seatronone-'zsiderofssaidrdouble vvalve seat to close-the latter; adoubleyalve:memberpositioned` to seat orr'the.-oi:her .:side` of said: doublelvalveseat to also tclosertheslatter;ianexhaust valve seat in said cylindereair passage ttofopenfthe `latter to the 1 atmosphere, 'saidaexhaust`valve seat "being positionedltobeclosediby saidy double valve when.thef latter leaveszsaid '.'double valve seat; spring meansfnrging Asaid1 double valve against said doubleyalve fseat; a '.ilrst`electro-magnetic means actingl when energizedi to i withdraw said doublevalve'ffrom said :.doublevalve seat and against said exhaust'seat;= afpressure cylinder; a by-pass passage :.conveyingsiair 4from `saidcylinder passageitof.saidspressure fcylinder; a piston in said pressurez cylinder, saidvpiston being connected withzlsaidrst valve `toforce thelatter against said double valve seat when the pressure in saidcylinder'passa'ge `reaches a predetermined point; and a secondelectro-magnetic means arranged, whenenergized to` draw said rst valvefrom its seat.

i4.iAn'electro-pneumatic valve for controlling the owofssair'from anauxiliary reservoir to and *from 'the airbrake cylinder of :a railwaycarfcomprising::.arvalve housing; anauxiliary air passage in saidhousing; a double valve seat `between .said passagesyarst valvepositioned to seat on` one .side of f said double valve seat to closeIthelatter.; sa f double valve member positionedito seat. 'on` the.otherside of-.said "double valverseatito:also close theiatter; anAexhaust valve 1 seatrain-'said i cylinder rair passage to openthelatteritotheffatmosphere, said exhaust valveseatibeing;positioned??toitbeclosed by said double valvefwhen.fthelatter leaves said double valve seat; L'airstfelectro-magneticmeans acting when energizediitowithdraw `said double `valve fromsaidzdoublewalveseat and against said-exhaust seat;iaipressurezcylinder;aby-pass passage conveyinguairwfrom:wsaid "cylinder passage i to saidpressureecylinder;:.atpiston in said `pressure`cylindersaidrpiston'ibeing connected with said irst valve to force thelatter against said double valve seat when the pressure in said cylinderpassage reaches a predetermined point; a second spring means urging saidfirst Valve away from said double valve seat; and a secondelectro-magnetic means arranged, when energized to assist said secondspring means to draw said first valve from its seat.

5. An electro-pneumatic valve for controlling the flow of air from anauxiliary reservoir to and from the air brake cylinder of a railway carcomprising: a valve housing; an auxiliary air passage in said housing; acylinder air passage in said housing; an atmospheric air passage in saidhousing; a first valve seat between said auxiliary passage and saidcylinder air passage; a second valve seat between said cylinder airpassage and said atmospheric air passage; a first valve positioned toclose said first valve seat; a second valve positioned to alternatelyclose said first valve seat and said second valve seat; spring meansurging both valves toward said first valve seat; electro-magnetic meansarranged to move either or both said valves away from saidfirst valveseat; a pneumatic means actuated from the air pressure in said cylinderair passage for forcing said first valve against said rst valve seat.

6. An electro-pneumatic valve for controlling the ow of air from anauxiliary reservoir to and 7,. from the air brake cylinder of a rrailwaycar comprising: a valve housing; an auxiliary air passage in saidhousing; a cylinder air passage in said housing; an atmospheric airpassage in said housing; a rst valve seat between said auxiliary passageand said cylinder air passage; a second valve seat between said cylinderair passage Vand said atmospheric air passage; a first valve positionedto close said rst valve seat; a second valve positioned to alternatelyclose said rst valve seat and said second Valve seat; pneumatic meansadapted to close said rst valve to said iirst valve seat in consequenceof air pressure in said cylinder air passage; a first cylindrical shellmounted on said housing about said rst valve; a second cylindrical shellmounted on the opposite side of said housing in alignment with thesecond valve; a cylindrical solenoid in each shell; an armature axiallymoveable in each shell under the influence of said solenoid; and meansconnecting each armature with one of said valves.

7. An electro-pneumatic valve for controlling the flow of air from anauxiliary reservoir to and from the air brake cylinder of a railway carcomprising: a valve housing; an auxiliary air passage in said housing; acylinder air passage in said housing; an atmospheric air passage in saidhousing; a first valve seat between said auxiliary passage and saidcylinder air passage; a second valve seat between said cylinder airpassage and said atmospheric air passage; a rst valve positioned toclose saidiirst valve seat; a second valve positioned to alternatelyclose said rst valve seat and said second valve seat; pneumatic meansadapted to close said first valve to said iirst valve Vseat inconsequence of air pressure in said cylinder air passage; a firstcylindrical shell mounted on said housing about said first valve; asecond cylindrical shell mountedk on the opposite side-of said housingin alignment with the second valve; a cylindrical solenoid in eachshell; an armature axially moveable in each shell under the influence ofsaid solenoid; means connecting each armature with one of said valves; arst spring means urging said rst valve away from said rst seat; and asecond spring means urging said second valve toward said rst valve seat.

8. An electro-pneumatic valve for controlling the ow of air from anauxiliary reservoir to and from the air brake cylinder of a railway carcomprising: a valve housing; an auxiliary air passage in said housing; acylinder air passage in' said housing; an atmospheric air passage insaid housing; a first valve seat between said auxiliary passage andrsaidcylinder air passage; a second valve seat between said cylinder airpassage and said atmospheric air passage; a rst valve positioned toclose said iirst valve seat; Va second valve positioned to alternatelyclose said rst' valve seat and said second valve seat; aiirstcylindrical shell mounted on said housing about said iirst valve; asecond cylindrical shell mounted on the opposite side of said housing inalignment with the second valve; a cylindrical solenoid in each shell;an armature axially moveable in each shell under the influence of saidsolenoid; means connecting each armature with one of said valves; a rstspring means urging said rst valve away from said first seat; a secondspring means urging said second valve toward said iirst valve seat; andpneumatic means actuated from the air pressure in said cylinder passageand connected with said first valve to urge the latter against said rstseat when the pressure in said cylinder passage reaches a predeterminedpoint.

FRANK S. SWICKARD.

REFERENCES CITED The following references are of record in the iile ofthis patent:

UNITED STATES PATENTS Loomis May 7, 1929

